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  • 专利说明
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    • 专利摘要:
    The invention relates to a roadway crossing device (1) for providing a trafficable transition section between a roadway and an adjacent driveable structure, in particular a bridge structure (2). At least one transition element (4) is laid on a sliding surface (8) adjacent to the bridge structure (2), the longitudinal axis (4.1) of the at least one transition element (4) substantially parallel to a roadway plane (16.1) of the roadway (16) and to a bridge end portion (2.1) of the bridge structure (2) is arranged and between the at least one transition element (4) and the adjacent bridge end portion (2.1) and / or an adjacent retaining device (3), which is arranged at a distance to the bridge end portion (2.1), respectively transition gaps ( 11) are arranged with a predetermined gap width (11.1). The at least one transition element (4) is fastened to at least one rod (5), which rod (5) is arranged essentially in the longitudinal axis direction of the bridge structure (2) and at its one-rod end (5.1) in the bridge structure (2) and at its other end ( 5.2) is anchored in the retaining device (3). (Fig. 1) 1 /
    公开号:AT514036A1
    申请号:T50111/2013
    申请日:2013-02-19
    公开日:2014-09-15
    发明作者:Johann Dr Kollegger；Bernhard Eichwalder
    申请人:Tech Universität Wien；
    IPC主号:
    专利说明:

    1 T 16575 Stopcock transition device
    The invention relates to a roadway crossing device having the features of the preamble of claim 1.
    From the prior art, different variants of passable roadway transition devices are known, which serve to compensate for physical movements of walkable or accessible structures such as bridges opposite the directly adjoining roadways. The causes of such deformations of bridges are usually temperature changes and creep and shrinkage of the building material used. Conventionally, concrete is used to make bridges or comparable walkable structures. First and foremost, the deformations are changes in length which have to be absorbed and compensated by the roadway transition device. In individual cases, roadway transfer devices, in addition to the main movement in the longitudinal direction of the bridge, must still accommodate transverse displacements and rotations of the passable structure. As essential requirements for a roadway junction device, the greatest possible tightness against water and dirt, easy accessibility during maintenance work, the lowest possible noise emissions during driving and a long service life of all individual components of the transition device must be taken into account.
    Immediately adjacent to the roadway junction device, joint support strips are usually installed in the roadway to compensate for differences in stiffness between the adjacent traffic route and the roadway transition device. Such joint support bands, which form a conclusion of the usually provided with a bituminous road surface or a concrete pavement Fahrbäßtrasse opposite the adjacent roadway transition device, usually made of corrosion-resistant steel edge strips. In order to avoid that by wear and occurrence of ruts in the road surface in the joint support bands mounted substantially transversely to the Fahrbahn ringing steel edge strips projecting beyond the level of the roadway above and obstruct the vehicles are driven over, is so far required that the upper Edges of the edge strips about 3 to 5 mm below the level of the road surface or the top of the joint support band end. It must also be ensured that there is no water in the area of the ferry crossing at the level below the 2/35 2
    Supporting concrete located supporting concrete of the structure can get what makes complex seals required in this area. In order to meet all these requirements, in the production of roadway construction, a high-precision work is required, which generally makes the use of specialists necessary, currently known on the market roadway transfer devices usually have to be made by hand. The manufacture of roadway transfer devices is thus not only expensive, but also time consuming. Furthermore, currently used Fahrbahnübergangsvorriehtungen usually a significantly excessive road surface installation, which is a poor ride comfort when driving over the
    Roadway transition devices and comparatively high noise emissions result. Problems also occur with the use of polymer concrete beams, which are used as joint support tape. Although such concrete polymer beams have very high strength and are therefore less susceptible to the occurrence of ruts due to heavy wear. However, such polymer concrete beams are usually too low elasticity, so that their installation causes considerable problems and it often comes to the formation of cracks either in the polymer concrete itself or in the connection area to the adjacent road surface through which water cindringcn and the underlying concrete is damaged.
    Depending on the bridge length and width of the gap to be bridged, different roadway transition devices are currently used, which are briefly described below.
    Roadway constructions with a so-called buttoned expansion profile can be used to bridge expansion joints up to 100 mm. At the roadway edge each two angle profiles are arranged, which serve as edge protection. On these galvanized steel profiles two shaped profiles are applied, in which the expansion profile is inserted or buttoned.
    Furthermore, so-called mats-roadway transition constructions are in use, which bridge the gap area between the roadway and the adjacent bridge by a ductile and traffic-loaded sealing element. The mat constructions have the advantage that they can perform both displacements and twists of the bridge structure with respect to the roadway in all coordinate directions. The stiffness of the mat material is crucial for the resistance to movement. Mat constructions without intermediate profiles are designed for a smaller range of motion, and are used in particular for movement joints of 40 to 80 mm to 3/35 3 overcoming joint width. For larger ranges of movement up to 200 mm additional intermediate profiles or console constructions are used. As a mat material high quality polymeric materials are used, usually chloroprene rubber or natural rubber materials are used. In order to improve the distribution of the load-influencing variables and to increase the carrying capacity, the polymeric materials can be reinforced with vulcanized steel elements.
    In fingerway transition constructions, a so-called finger design takes over the function of bridging. These are two metal plates, which are finger-shaped with each other at their opposite longitudinal sides and which are each secured between the roadway and the bridge structure. The sealing function can be carried out by a gutter arranged below the toothed metal plates or by a water-diverting system. Overhanging finger constructions are usually used for a range of movement of the joints to be bridged with elongation distances of 100 to 200 mm. For very long bridge constructions usually a relatively wide transitional construction is necessary. Slat transition devices made of lamellas can be used up to a joint width of 500 mm. The lamella construction consists of a primary support structure parallel to the direction of travel and a secondary construction normal to the direction of travel, which is driven directly. Basically, these roadway transfer devices consist of one or more sealing elements, steel edge profiles and, where appropriate, controlled steel intermediate profiles which bear on movable support structures. These support structures can be designed constructively from specific scissors elements or from transverse or cantilever beams. Slat transition devices made of lamellas are assembled on a modular basis and can thus be efficiently adapted to the building conditions. The number of intermediate profiles results from the absorbable strain travel per sealing profile.
    The currently known roadway junction devices are expensive to produce and are among the most maintenance-intensive installations in bridge construction. In the life cycle of a bridge construction, these have to be regularly maintained and often also exchanged several times, which, apart from negative effects on the ferry operation as a result of interruptions due to maintenance and refurbishment work, also means a high financial outlay. Due to the high chemical load caused by the effects of thawing agents, tire abrasion and engine fuels and lubricants, in addition to the roadway joints, it is also necessary to seal the joints, which are either accommodated in the currently used constructions or in the course of the roadway construction require additionally executed seal construction. Many of the currently used sealing systems are very complex constructions, which mostly originate from mechanical engineering and usually each have numerous error-prone joint connections. Such sealing systems are thus expensive and expensive both in production and in maintenance.
    An additional parameter to be observed is the fulfillment of the acoustic requirements. If roadway constructions are used in which, for bridging the continuous transverse joints, for example, a softer material is used, an unacceptable high noise level can occur due to the resulting vertical jolt when driving on the roadway construction.
    Furthermore, in the currently used systems, the roadway area which directly adjoins the roadway crossing device is heavily loaded. It usually comes to cracking of the asphalt and thus to a destruction of the asphalt surface layer as well as damage to the underlying layers. The road surface in the connection area of the roadway transition structure must therefore be replaced regularly, at least in a rhythm of a few years due to the above-mentioned problems, which represents a further disadvantage of currently known roadway constructions.
    It is therefore an object of the present invention to provide a roadway junction device, which compared to the currently known from the prior art embodiments has an improved life at the same time reduced maintenance and which the formation of a continuous in the area of the roadway transition device roadway for concrete carriageways as well also possible for bituminous roadways.
    This object is achieved by a roadway junction device with the features of the preamble of claim 1 by the features stated in the characterizing part of claim 1. Advantageous embodiments and further developments of the invention are specified in the subclaims. 5/35 5
    In a roadway transition device according to the invention for providing a passable transition section between a roadway and an adjacent passable structure, in particular a bridge structure, wherein the different deformations of the roadway and the adjacent structure of the roadway junction device are compensated, at least one transition element is laid on a sliding surface adjacent to the bridge structure wherein the longitudinal axis of the at least one transition element is arranged substantially parallel to a roadway level of the roadway and substantially parallel to a bridge end portion of the bridge structure and between the at least one transition element and the adjacent bridge end portion and / or an adjacent restraint device which is spaced from the bridge end portion is arranged in or below the road surface, each transition column with a predetermined gap width a are arranged, wherein the at least one transition element is attached to at least one rod, which rod is arranged plant substantially in the longitudinal axis direction of the bridge construction and anchored at one end of the rod with an anchorage in the bridge structure and at the other end of the rod with an anchorage in the retaining device.
    By attaching the at least one transition element to at least one rod, which is arranged approximately in the longitudinal direction of the bridge between the bridge structure and the retaining device and anchored with its rod ends respectively in the bridge structure and in the retaining device, it is ensured that at a change in length of the bridge structure Zug-. or pressure forces are introduced from the bridge structure in the at least one rod, whereby the attached transition elements are moved evenly. The transition elements lie on a sliding surface between the bridge structure and the retaining device. Thus, an entire gap width of a larger transition gap, which must remain free due to the change in length of the bridge structure, advantageously divided into several small transition gaps with smaller gap widths between the bridge structure, the Festhaltevorriehtung and the interposed transition elements. In particular, in embodiments with a plurality of transition elements can advantageously the variable gap widths between the components of a inventive
    Roadway crossing device are designed to be particularly small. Small transverse grooves in the roadway in the region of the transition gaps of the roadway transition device are thus run over substantially without affecting the ride comfort. In the context of the invention, it is due to the multiple small transition column further possible, an elastic road surface, such as an asphalt surface course, also in the field of 6/35. 6
    Roadway transition device continuously and perform essentially without cracks.
    Advantageously, two or more transition elements are laid substantially parallel to each other in a road junction device according to the invention, wherein the longitudinal axes of each transition element each substantially parallel to a road surface of the roadway and substantially parallel to a bridge end portion of the bridge structure and between the transition elements each transition column with a predetermined Gap width are arranged, wherein the transition elements are connected to each other by at least one rod which is fixed to each individual transition element. In this embodiment, the two or more transition elements, which are each attached to the at least one rod, moves in a change in length of the bridge by the force acting on the rod compressive and tensile forces uniformly on the sliding surface. Thus, a uniform distribution of the entire gap width is achieved on the plurality of transition gaps. The movement of the transition elements in a change in length of the adjacent bridge structure is comparable, for example, with the movement of a bellows of an accordion, in which the distances between the edges of the bellows are also increased under tensile stress - analogous to the transition gaps between multiple transition elements - and at a compressive stress the Reduce evenly between the edges of the bellows.
    Appropriately, in a roadway transition device according to the invention, the transition elements are substantially cuboid and have a quadrangular, preferably a rectangular, cross-section. In this embodiment, it is ensured that the approximately cuboid transition elements rest on their undersides on the sliding surface in each case and can slide on this in the longitudinal direction of the bridge back and forth. A height of the transition element is dimensioned such that the opposite upper side of the transition elements forms a plane and thus accessible or drivable surface, which is preferably located in the roadway or inclination plane of the roadway. Optionally, a corresponding height of the transition elements, so that their tops are each in the inclination plane of the roadway, achieved only by applying a corresponding asphalt surface layer on the tops of the transition elements. Depending on the embodiment, it is conceivable within the scope of the invention to use transition elements also with substantially square cross sections. 7/35 7
    In a preferred embodiment of the invention, the rod is made of a corrosion-resistant material in a roadway junction device. The at least one rod, which is anchored in the bridge and in a retaining device and transmits the tensile or compressive forces on the respectively attached thereto transition elements in a change in length of the bridge, in addition to a high mechanical load weiters also a corrosion due to constantly changing weather conditions and exposure to, for example, chemical substances and fuels. By using corrosion-resistant materials for the production of each rod, the life of a roadway transition device according to the invention is advantageously increased.
    In a further development of the invention, in a roadway transition device, the rod is arranged particularly advantageously within a cladding tube and a gap between the rod and an inner wall of the cladding tube is filled with a grouting mortar. In this embodiment, the internal rod is advantageously protected by a surrounding tubular casing. In order to ensure that the tensile and compressive forces are transmitted to the transition elements in a change in length of the bridge structure even when using a cladding tube, the gap between the rod and the cladding tube is filled in each case. Thus, upon expansion of the rod, the surrounding cladding tube is also stretched and the transition elements attached to the cladding tube are moved apart, each with a larger transition gap.
    Appropriately, the cladding tube is made of a corrosion-resistant material in a roadway junction device according to the invention. In this embodiment, the longevity of the road junction device is further increased. Thus, different, not or only insufficiently corrosion-protected materials can be used as a rod material, as given by the surrounding cladding of a corrosion-resistant material appropriate protection. Particularly advantageously, both the materials of the rod and of the surrounding cladding tube can be made corrosion-protected.
    Preferably, in a roadway transition device according to the invention each transition element is at least partially covered with an asphalt surface layer, wherein the asphalt surface layer is substantially flush with the road surface of the roadway. As already mentioned above, it is thus possible within the scope of the invention to provide a continuous asphalt surface course also in the area of the variable small transition gap in a roadway transition device with numerous transition elements, which remains substantially free of cracks due to the small transition gaps. 8/35 8
    Particularly useful in a roadway junction device, the transition elements are made with in-situ concrete. Thus, transition elements can be prepared, for example, as essentially cuboid transition elements according to serial and these can be easily and quickly installed in place of a bridge construction site in a roadway junction device.
    In a preferred development of the invention, in the case of a roadway transition device, each transition element comprises at least one precast element.
    Advantageously, in a roadway transition device according to the invention, each precast element has a recess, which recess can be filled with filled concrete. In this embodiment, the transition elements are completed, for example, in place of a bridge construction site. For this purpose, prefabricated elements, which are correspondingly easier to transport through their recesses than transition elements made of a solid material, filled on site with filling concrete.
    Particularly expediently, in the case of a roadway transition device according to the invention, each precast element is designed substantially trough-shaped. Due to the trough-shaped design, the recesses of the precast elements can be particularly easily and conveniently filled in place with filled concrete.
    A preferred method for producing a roadway transition device according to the invention can be specified by a sequence of the following steps: -a producing at least one prefabricated element with one or more recesses, wherein the prefabricated element is preferably made substantially trough-shaped; if necessary transporting the at least one prefabricated element to a place of installation; -c laying the at least one prefabricated element with each of its recesses each up on a sliding surface, wherein the sliding surface adjacent to a bridge end portion of the bridge structure and to a retaining device, which is arranged at a distance to the bridge end portion in or below a roadway; aligning the at least one prefabricated element on the sliding surface, wherein a catching axis of the prefabricated element substantially parallel to a roadway level of the carriageway and substantially parallel to the bridge end portion is directed 9/35 9 and between the precast element and other adjacent precast elements and / or adjacent bridge end portion and / or the adjacent retaining device is in each case a transition gap is set with a predetermined gap width; -c anchoring at least one bar, which is passed through each precast element substantially transverse to the longitudinal axis direction, at its one bar end with an anchorage in the bridge structure and at its other bar end with an anchorage in the restraint device; -f- sealing the lead-in points on the insides of each recess, where the at least one rod is performed by each precast element, each with a seal and -g- filling the recesses within each precast element with filled concrete to a respective transition element.
    In this variant of a manufacturing method, any number of bars are each anchored substantially in the longitudinal direction of the bridge structure between the holding device and a bridge end section. In the field of bushings of the rods through each precast element and within the transition column, so in the spaces between the transition elements, the rods are guided freely to compensate for changes in length can. In the areas within the prefabricated elements, which are each filled with filled concrete, the corresponding rod sections are connected to the corresponding transition element by the composite action between rod and transition element.
    An advantageous variant of a method for producing a roadway transition device according to the invention can be specified by a sequence of the following steps: -a producing at least one prefabricated element with one or more recesses, wherein the prefabricated element is preferably made substantially trough-shaped; if necessary transporting the at least one prefabricated element to a place of installation; -c laying the at least one prefabricated element with each of its recesses each up on a sliding surface, wherein the sliding surface adjacent to a bridge end portion of the bridge structure and to a retaining device, which is arranged at a distance to the bridge end portion in or below a roadway; Aligning the at least one finished part element on the sliding surface, wherein a longitudinal axis of the precast element is aligned substantially parallel to a road surface of the roadway and substantially parallel to the bridge end portion and between the precast element and other adjacent precast elements and / or the adjacent Bridge end portion and / or the adjacent retaining device each a transition gap is set with a predetermined gap width; -e attaching at least one cladding tube, which is passed through each precast element substantially transversely to the longitudinal axis direction, at its one Hüllrohrende with an anchorage in the bridge structure and at its other Hüllrohrende with an anchorage in the retaining device; -f- sealing the feedthrough points on the insides of each recess, where the at least one cladding tube is performed by each precast element, each with a seal; filling the recesses within each prefabricated element with filled concrete to a respective transition element; -h- introducing at least one rod into each cladding tube; -i-anchoring each bar to its one bar end with anchoring in the
    Bridge structure and at its other end of the bar with an anchorage in the retaining device, and -j- filling the gaps between each a bar and an inner wall of the surrounding cladding tube with grout,
    In this production variant, the rods are advantageously protected by means of cladding tubes against corrosion and environmental influences.
    An alternative variant of a method for producing a roadway transition device according to the invention with a large roadway width is indicated by the sequence of the following steps: -a producing prefabricated elements with one or more recesses, wherein each prefabricated element is preferably made substantially trough-shaped; -b- if necessary, transporting the precast elements to a place of installation; -c juxtaposition of at least two substantially trough-shaped prefabricated elements each at their end faces on a sliding surface, wherein the end-face elements arranged in front of one another in each case have the same longitudinal axis direction; 11/35 11 -d- aligning the end-face elements arranged end to end on the sliding surface, wherein the longitudinal axis of the juxtaposed prefabricated elements is aligned substantially parallel to a roadway level of the carriageway and substantially parallel to the bridge end portion and between the precast elements and further adjacent prefabricated elements and / or the adjoining bridge end section and / or the adjacent retaining device, in each case a transition gap having a predetermined gap width is set up; -e- sealing joints at the end faces of the precast elements which are lined up; -f- Laying a reinforcement in the region of the joints on the faces of the juxtaposed precast elements; peeling off the respective free end face of the outermost prefabricated elements at the ends of the transition element; anchoring at least one bar or at least one bar guided within a cladding tube, which bar is passed through at least one prefabricated element substantially transversely to the longitudinal axis direction, at its one bar end with an anchorage in the bridge structure and at its other bar end with an anchorage in the arresting device ; - sealing the lead-through points on the insides of each recess, where the at least one rod and / or the cladding tube is passed through a precast element, each with a seal; Fill the recesses within each prefabricated element with filled concrete to a respective transition element, and -k- optionally when using ducts filling the gaps between a rod and an inner wall of the surrounding cladding with Verpressmörtel.
    Advantageously, with such a production method, even in the case of large roadway widths, roadway transition devices according to the invention can be produced on site from precast elements. Depending on the number of end-to-end precast elements arranged one on the other, individual transition elements can be produced in different roadway widths.
    In the following the invention will now be described with reference to the embodiments illustrated in the drawings. The invention is illustrated in FIGS. 1 to 11. Shown schematically in each case are: 12/35 12 - FIG. 1 in a vertical sectional view an overall view of a first embodiment of the roadway transition device according to the invention; FIG. 2 shows a horizontal sectional view along the section line ΙΙ-Π according to FIG. 1; FIG. FIG. 3 shows a sectional view along the section line III-III in FIG. 2 on an enlarged scale; FIG. FIG. 4 shows an alternative embodiment of the invention in a manner comparable to FIG. 3
    -Sectional view; FIG. 5 shows a sectional view along the line V-V according to FIG. 2 on an enlarged scale; FIG. FIGS. 6 to 11 each show different stages of a sectional view from the side
    A method for producing a roadway transition device according to the invention, wherein - Figure 6 is a starting situation with already formed sliding surface; FIG. 7 shows a next method step with finished parts placed on the sliding surface; FIG. FIG. 8 shows a further method step with a built-in rod and shuttering on the outer end faces; FIG. FIG. 9 shows a next production step after the introduction of filled concrete; FIG. 10 shows a final step after the application of an asphalt surface layer, and FIG. 11 shows the detail A from FIG. 10 on an enlarged scale.
    Fig. 1 shows a roadway transition device 1 a bridge 2, in which a bridge superstructure is firmly connected to an abutment and extends to a bridge end portion 2.1. The bridge end section 2.1 here forms, for example, an edge substantially transversely to the longitudinal direction of the roadway. The roadway junction device 1 further comprises a retaining device 3, a plurality of transition elements 4 and rods 5, which are arranged through the transition elements 4 and interconnect the transition elements 4 together. In the embodiment shown in FIG. 1, each transition element 4 here essentially has a cuboid shape with a longitudinal axis 4.1 and a quadrangular, approximately square or rectangular, cross section 4.2. The transition elements 4 in Fig. 1 are connected by means of the rods 5 with both the bridge 2, and with the retaining device 3. For this purpose, a first bar end 5.1 of each bar 5 is anchored with an anchoring 6 of the bar 5 in the bridge 2. The respective opposite, other rod end of the rod 5 5 is fixed with an anchor 7 of the rod 5 in the retaining device 3. The rods 5 must consist of a corrosion-resistant building material in this embodiment of the invention. Suitable materials for such bars 5 may be, for example, stranded stainless steel strands, rods of plastics or wires of fiber composites. The bridge anchors 6 and the retaining anchors 7 of the rods 5 may be formed 13/35 13 as composite anchors. Alternatively, anchorage systems known per se for anchoring 6, 7 of the bar ends 5.1 or 5.2 can also be used from prestressed concrete construction.
    Furthermore, an already prepared sliding surface 8 can be seen in FIG. 1, which is arranged in a region between the retaining device 3 and the bridge end section 2.1 of the bridge 2. 1, the approximately cuboid transition elements 4, which are made here of concrete, mounted on the sliding surface 8 and disposed between the retaining device 3 and the bridge 2. The sliding surface 8 may be formed by way of example as a bituminous layer on a support layer 13.
    In Fig. 2 it can be seen that the cuboid transition elements 4 are arranged in plan view substantially parallel to the end of the bridge 2. In the embodiment shown, for example, seven approximately cuboid transition elements 4 are used, each with substantially parallel longitudinal axes 4.1. Five bars 5 are used for uniform connection or load distribution over the entire width of the carriageway.
    Important for the function of a roadway junction device 1 according to the invention is illustrated in Fig. 3 direct connection of the rod 5 with each cuboid transition element 4. This direct or fixed connection between each of the rods 5 and the cuboid transition elements 4 is easiest, for example, by a concreting the Rods 5 made in the cuboid transition elements 4. Thus, composite stresses can be uniformly transmitted from the rods 5 to the transition elements 4 attached thereto and thus longitudinal strains of the bridge 2 can be compensated.
    An alternative embodiment of the connection between a rod 5 and a cuboid transition element 4 is shown in Fig. 4. If the rod 5 is made of a non-corrosion-resistant building material, an encapsulation of the rod 5 in a cladding tube 9 is additionally required as corrosion protection, wherein the cladding tube 9 is made of a corrosion-resistant material. Suitable materials for bars 5 in this embodiment with a corrosion-resistant cladding tube 9 are, for example, ropes or tension wire strands of metallic materials. The approximately cuboid transition element 4 is in each case in direct contact with a cladding tube 9, within which the rod 5 is arranged. A frictional connection between the cladding tube 9 and the inner rod 5 is made by filling with grout 10. After curing, the grout 10 is capable of transferring bond stresses between the cladding tube 9 and the rod 5. Thus, in this embodiment, the transmission of longitudinal expansion of the bridge 2 to the bars 5 and of these in turn further to the transition elements 4 guaranteed. The cladding tube 9 is likewise fastened with its two envelope tube ends 9.1 or 9.2 in each case in the bridge 2 or in the holding device 3 in the region of the anchorages 6, 7.
    Fig. 5 shows in a sectional view taken along line V-V of Fig. 2, the arrangement of the cuboid transition elements 4 on the sliding surface 8 in detail. Between two adjacent cuboid transition elements 4 each have a transition gap 11 is provided with a gap width 11.1, in which the rod 5 is not embedded in concrete. In the remaining free transition gap 11 surface water, thawing agent and dirt can penetrate, which is why the execution of the rod 5 made of a corrosion-resistant building material to ensure a durable construction is required.
    Shortening of the bridge 2, which are caused for example by a decrease in temperature, lead to an extension of the distance between the retaining device 3 and the bridge end portion 2.1 and thus to an extension of the rods 5. Due to the extension of the rods 2, an opening of the transition column 11 and caused an enlargement of the individual gap widths 11.1, since the individual transition elements 4 are fixed directly and fixedly to the rods 5. The longitudinal deformation of the bridge 2 is approximately uniformly distributed in relation to the stationary retaining devices 3 and the bridge anchors 7 of the plurality of bars 5 by the inventive roadway transition device 1 on the eight in this example eight formed transition column 11, as illustrated in Fig. 2. For example, in a longitudinal deformation of the bridge 2 by a total of 80 mm, the total acting longitudinal deformations are evenly divided to the number of transition gaps 11. With eight transition gaps 11, the deformation of each individual gap width 11.1 with a total deformation of 80 mm is thus only 10 mm in each case, which is comparatively easy to handle.
    The uniformed changes in the gap widths 11.1 are only possible if tensile and compressive forces arise in the bars 5. The tensile or compressive forces in the rods 5 lead to corresponding changes in length of the rods 5. The stationary fixation of the individual transition elements 4 along the rods 5, the transition elements 4 in longitudinal deformations of the bridge 2 on the sliding surface 8 between the retaining device 3 and the bridge end 2.1 moved back and forth accordingly and thus the overall deformation of the roadway transition device 1 15/35 15 balanced and divided into several individual transition gaps 11 with variable gap widths 11.1 or evened.
    Extensions of the bridge 2, for example as a result of a temperature increase lead to a reduction in the gap widths 11.1 of the transition column 11. The number of transition gaps 11 and the gap widths 11.1 are suitable in the planning of the lane transition device 1 set. If the gap width 11.1 is smaller than originally provided in the production of the roadway transition device 1, compressive stresses occur in the rods 5 or, depending on the design, in the cladding tubes 9 as well as in the grouting mortar 10. In the design of the lane transition device 1 is therefore to be considered whether the compressive stresses can be absorbed by the rods 5, or whether a scheduled stability failure takes place, which would lead to an earlier closing of the transition gap 11 adjacent to the bridge 2. In an embodiment with cladding tubes 9 and grouting mortar 10, care must also be taken to ensure that the extensional rigidity of the roadway crossing device 1 does not become too great when subjected to compressive stress in the bars 5. For the tensile forces that occur, the behavior of a roadway transition device 1 according to the invention can be compared with a reinforced concrete rod, in which cracks can occur under tensile stress. The change in length of the reinforced concrete rod under tensile load is approximately equal to the sum of the increases in the crack widths. Although the concrete pieces between the cracks are subjected to a certain tensile stress by means of composite stresses which are conducted from the reinforcing rod into the concrete pieces, they therefore exhibit strains. However, the tensile stiffness of the concrete pieces between the cracks is many times greater than the tensile rigidity of the reinforcing rod which is still present in the cracks.
    The resulting in a deformation of the bridge 2 in the bars 5 forces must be absorbed by the retaining device 3. If the retaining device 3, for example, arranged on a dam, it is either correspondingly difficult to train or anchor in the dam with so-called geogrids or similar anchoring means. If the bridge 2 is erected, for example adjacent to a tunnel, the retaining device 3 can also be integrated into the sole of the tunnel and thus anchored stationary.
    In this embodiment shown here, after completion of the bridge 2 with a directly passable roadway 16 made of concrete and a roadway transition device 1 16/35 16 adjacent roadway 16 made of concrete a continuous road surface made of concrete available.
    The production of a roadway transition device 1 according to the invention will be explained below with reference to the schematic illustrations FIG. 6 to FIG. 11.
    FIG. 6 shows a starting situation with a bridge 2, which is supported by bridge bearings 20 on the abutments 17. Adjacent to the abutment 17, a backfill 18 has already been introduced. Fixed to the abutment 17 is here a so-called drag plate 19 which rests on the backfill 18. On the drag plate 19 and the backfill 18, a support layer 13 is made. Embedded in the base layer 13 is the retaining device 3. On the gudgeon 13, a sliding surface 8 is formed between the retaining device 3 and the end of the bridge 2.
    In the next step of the manufacturing process, for example, trough-shaped prefabricated elements 14 are placed on the sliding surface 8, so that consciously planned transition gaps 11 each remain with gap widths 11.1 between the trough-shaped prefabricated elements 14 according to FIG. The precast elements 14 are here made of concrete and each have longitudinal axes 14.1. The prefabricated elements 14 are here designed substantially trough-shaped with a recess 14.2 and placed on the sliding surface 8, that the recesses 14.2 are respectively at their tops.
    In the subsequent step, which is illustrated in FIG. 8, bars 5 are installed between the holding device 3 and the bridge 2. The rods 5 are essentially transversely through all trough-shaped precast elements 14 performed and anchored at its respective bar end 5.1 with bridge anchors 6 in the bridge 2 and at their respective opposite bar end 5.2 with retaining anchors 7 in the retaining device 3. At the ends of the trough-shaped precast elements 14 Ab is mounted formwork. In the next step, according to FIG. 9, filled concrete 15 is introduced into the trough-shaped precast elements 14. Before the filling concrete 15 is introduced, the points at which the rods 5 are passed through the trough-shaped prefabricated elements 14 are respectively sealed to the insides of the trough-shaped prefabricated elements 14 with a corresponding seal 21. By introducing Füllbeton 15 in the trough-shaped precast elements 14 transition elements 4 are then obtained, which are each connected directly to the rod 5. 17/35 17
    In conclusion, according to big. 10 applied an asphalt cover layer 12. The asphalt cover layer 12 runs continuously on the support layer 13 of the dam, on the roadway junction device 1 and the bridge 2. The ride comfort is by forming a road 16 with a road surface 16.1, which is formed by the continuous asphalt surface layer 12, compared to conventional designs Roadway constructions in which the roadway sections consists of different building materials, each with different roadway properties, significantly improved.
    The material of the continuous asphalt surface layer 12 and the uniform changes in the gap widths 11.1 of the transition column 11 are to be carefully coordinated with each other. An enlargement of the transition gap 11 is to be absorbed by corresponding strains in the asphalt cover layer 12. In the case of an intact, uncracked asphalt surfacing layer 12, the surface water is discharged via the asphalt surfacing layer 12 to the edge of the roadway 16. If a planned crack formation in the asphalt cover layer 12 in the region of the variable transition gaps 11 is permitted, then the underlying sliding surface 8 is to be formed as a sealing plane for a surface water.
    FIG. 11 shows, in a detail view A according to FIG. 10, on an enlarged scale the approximately trough-shaped prefabricated elements 14 which are already filled with filled concrete 15. Each rod 5 is in each case in direct contact with the filling concrete 15 and connected thereto in a stationary manner. Within the passages through the trough-shaped precast elements 14 and in the planned transitional gaps 11, the rod 5 is in each case freely movable, which contributes to the desired correspondingly large deformations of each rod 5 within its freely movable guided sections under tensile or compressive load. Thus, it is ensured that the transition elements 4 are moved back and forth with changes in length of the bridge 2 due to the tensile or compressive loaded rods 5 without delays on the sliding surface 8. The gap widths 11.1 thus adapt in each case to the prevailing voltage conditions. A jerky, delayed opening up of the transitional gaps 11 together with an associated peak load of the continuous asphalt surface layer 12 is thus prevented.
    If the roadway width of the bridge 2 becomes too large, it may be advantageous to produce the trough-shaped prefabricated elements 14 each from two or more individual trough-shaped prefabricated elements 14 and these multiple prefabricated elements 14 respectively at 18/35 18 their end faces or end faces 14.3 in the longitudinal axis direction 14.1 strung together on the sliding surface 8 to connect with each other. By suitable sealing measures is to be ensured in this case that at the joints between juxtaposed precast elements 14 no leakage of the filling concrete 15 may occur. In such an embodiment, with end-face elements 14 arranged end-to-end on one another, it may be advantageous, for example, to lay a reinforcement in the interior of the trough-shaped precast elements 14 in the area of the joints at the end faces 14.3. Thus, the individual juxtaposed trough-shaped precast elements 14 are connected via the reinforcement and the filling concrete 15 together to form a continuous, approximately cuboid transition element 4.
    By way of example, the production of two roadway transition devices 1 according to the invention, each with seven parallelepiped-shaped transition elements 4 arranged adjacent to one another, adjacent to the two bridge end sections 2.1 of a bridge 2, has been shown by means of FIGS. 6 to 11. The number of transition elements 4 per Fahrbahnübergangsvorriehtung 1 is for real applications depending on the recorded deformations. The number of built in the roadway transition device 1 cuboid transition elements 4 may therefore be between 1 and 100. The transition elements 4 in the illustrations Fig. 7 to Fig. 11 have approximately the same size. It may be advantageous to produce the transition elements 4 with different sizes and to carry out, for example, the adjacent to the bridge 2 transition element 4 with an increased width. Analogously, a roadway transition device 1 according to the invention can also be used in building construction as well as in civil engineering, if a trafficable or a walkable construction surface is to be produced while simultaneously receiving different deformations between two construction parts. Although these embodiments are not explicitly shown in the figures, they are included in the invention. 19/35 19
    List of position signs 1 Traveling bridge s Device 2 Bridge 2.1 Bridge end section 3 Retaining device 4 Transition element 4.1 Longitudinal axis of the transition element 4.2 Cross section of the transition element 5 Bar 5.1 Bar end (or 5.2) 6 Anchoring the bar in the bridge 7 Anchoring the bar in the restraint 8 Sliding surface 9 Cladding tube 9.1 Cladding tube end (or 9.2) 10 Grout 11 Transition gap 11.1 Slit width of transition gap 12 Asphalt cover layer 13 Base layer 14 Prefabricated element 14.1 Longitudinal axis of prefabricated element 14.2 Recess of prefabricated element 14.3 Face or end face of prefabricated element 15 Concrete 16 Road 16.1 Road level or inclination plane of carriageway 17 Abutment 18 Backfilling 19 Drag plate 20 Bridge bearing 21 Sealing 20/35
    权利要求:
    Claims (14)
    [1]
    1. Lane transition device (1) for providing a passable transition section between a roadway and an adjacent passable structure, in particular a bridge structure (2), wherein the different deformations of the roadway and the adjacent structure of the roadway transition device (1) are compensated, characterized in that at least one transition element (4) is laid on a sliding surface (8) adjacent to the bridge structure (2), wherein the longitudinal axis (4,1) of the at least one transition element (4) is substantially parallel to a roadway plane (16.1) of the roadway (16) and substantially parallel to a bridge end portion (2.1) of the bridge structure (2) is arranged and between the at least one transition element (4) and the adjacent bridge end portion (2.1) and / or an adjacent retaining device (3), which at a distance to the bridge end section (2.1) in or under each of the transition plane (16.1) is arranged, each transition column (11) are arranged with a predetermined gap width (11.1), wherein the at least one transition element (4) on at least one rod (5) is fixed, which rod (5) substantially arranged in the longitudinal axis direction of the bridge structure (2) and anchored at its one bar end (5.1) with an anchorage (6) in the bridge structure (2) and at its other bar end (5.2) with an anchorage (7) in the retaining device (3).
    [2]
    Second roadway transition device (1) according to claim 1, characterized in that two or more transition elements (4) are laid substantially parallel to each other, wherein the longitudinal axes (4.1) of each transition element (4) each substantially parallel to a road surface (16.1) Lane (16) and substantially parallel to a bridge end portion (2.1) of the bridge structure (2) and between the transition elements (4) each transition column (11) having a predetermined gap width (11.1) are arranged, wherein the transition elements (4) by at least one Rod (5) which is fixed to each individual transition element (4) are connected together.
    [3]
    Third roadway transition device (1) according to claim 1 or 2, characterized in that the transition elements (4) are substantially cuboid and have a quadrangular, preferably a rectangular, cross-section (4.2). 21/35 21
    [4]
    4. roadway transition device (1) according to one of claims 1 to 3, characterized in that the rod (5) is made of a corrosion-resistant material.
    [5]
    5. Roadway transition device (1) according to one of claims 1 to 4, characterized in that the rod (5) within a cladding tube (9) is arranged and a gap between the rod (5) and an inner wall of the cladding tube (9) with a Verpressmörtel (10) is filled.
    [6]
    6. roadway transition device (1) according to claim 5, characterized in that the cladding tube (9) is made of a corrosion-resistant material.
    [7]
    7. Roadway transition device (1) according to one of claims 1 to 6, characterized in that each transition element (4) is at least partially covered with an asphalt surface layer (12), wherein the asphalt surface layer (12) is substantially flush with the road surface (16.1) of the Road (16) completes.
    [8]
    8. roadway transition device (1) according to one of claims 1 to 7, characterized in that the transition elements (4) are made with in-situ concrete.
    [9]
    9. roadway transition device (1) according to one of claims 1 to 7, characterized in that each transition element (4) comprises at least one precast element (14).
    [10]
    10. Roadway transition device (1) according to claim 9, characterized in that each precast element (14) has a recess (14.2), which recess (14.2) with Füllbeton (15) can be filled.
    [11]
    11. Roadway transition device (1) according to claim 9 or 10, characterized in that the prefabricated element (14) is designed substantially trough-shaped. 22/35 22
    [12]
    12. A method for producing a roadway transition device (1) according to one of claims 1 to 11, characterized by a sequence of the following steps: -a producing at least one prefabricated element (14) with one or more recesses (14.2), wherein the prefabricated element ( 14) is preferably made substantially trough-shaped; if necessary transporting the at least one prefabricated element (14) to a place of installation; -c laying the at least one prefabricated element (14) with each of its recesses (14.2) each up on a sliding surface (8), wherein the sliding surface (8) to a bridge end portion (2.1) of the bridge structure (2) and to a retaining device ( 3), which at a distance to the bridge end portion (2.1) is arranged in or below a roadway (16) adjoins; aligning the at least one prefabricated element (14) on the sliding surface (8), wherein a longitudinal axis (14.1) of the prefabricated element (14) substantially parallel to a Fahrbahnebene (16.1) of the roadway (16) and substantially parallel to the bridge end portion ( 2.1) is aligned and between the prefabricated element (14) and other adjacent precast elements (14) and / or the adjacent bridge end portion (2.1) and / or the adjacent retaining device (3) each have a transition gap (11) with a predetermined gap width (11.1) becomes; -c- anchoring at least one bar (5), which is passed through each precast element (14) substantially transversely to the longitudinal axis direction (14.1), at its one bar end (5.1) with an anchorage (6) in the bridge structure (2) and at its another bar end (5.2) with an anchoring (7) in the retaining device (3); -f- sealing the lead-through points on the insides of each recess (14.2) on which the at least one rod (5) is passed through each prefabricated element (14), each having a seal (21) and filling the recesses (14.2) within each prefabricated element (14) with filled concrete (15) to a respective transition element (4).
    [13]
    13. A method for producing a roadway transition device (1) according to one of claims 1 to 11, characterized by a sequence of the following steps: -a producing at least one prefabricated element (14) with one or more recesses (14.2), wherein the prefabricated element ( 14) is preferably made substantially trough-shaped; If necessary transporting the at least one prefabricated element (14) to a place of installation; -c laying the at least one prefabricated element (14) with each of its recesses (14.2) each up on a sliding surface (8), wherein the sliding surface (8) to a bridge end portion (2.1) of the bridge structure (2) and to a retaining device ( 3), which at a distance to the bridge end portion (2.1) is arranged in or below a roadway (16) adjoins; aligning the at least one prefabricated element (14) on the sliding surface (8), wherein a longitudinal axis (14.1) of the prefabricated element (14) substantially parallel to a Fahrbahnebene (16.1) of the roadway (16) and substantially parallel to the bridge end portion ( 2,1) is aligned and between the precast element (14) and other adjacent precast elements (14) and / or the adjacent bridge end portion (2.1) and / or the adjacent retaining device (3) each have a transition gap (11) with a predetermined gap width (11.1 ) is set up; -e attach at least one cladding tube (9), which is passed through each precast element (14) substantially transversely to the longitudinal axis direction (14.1), at its one Hüllrohrende (9.1) with an anchorage (6) in the bridge structure (2) and at its another cladding tube end (9.2) with an anchoring (7) in the retaining device (3); -f- sealing the lead-through points on the insides of each recess (14.2), at which the at least one cladding tube (9) is passed through each precast element (14), each having a seal (21); filling the recesses (14.2) within each prefabricated element (14) with filled concrete (15) to a respective transition element (4); -h- introducing at least one rod (5) into each cladding tube (9); anchoring each bar (5) at its one bar end (5.1) with an anchorage (6) in the bridge structure (2) and at its other bar end (5.2) with an anchorage (7) in the holding device (3), and Fill the interspaces each between a rod (5) and an inner wall of the surrounding cladding tube (9) with grout (10).
    [14]
    14. A method for producing a lane crossing device (1) with a large lane width according to one of claims 12 or 13, further comprising the following steps: 24-35 24 -a-producing precast elements (14) with one or more recesses (14.2) wherein each precast element (14) is preferably made substantially trough-shaped; if necessary, transporting the precast elements (14) to a place of installation; -c juxtaposition of at least two substantially trough-shaped prefabricated elements (14) each at their end faces (14.3) on a sliding surface (8), wherein the end-face elements (14) arranged in front of each other have the same longitudinal axis direction (14.1); The longitudinal axis (14.1) of the juxtaposed prefabricated elements (14) essentially parallel to a roadway plane (16.1) of the roadway (16) and substantially parallel to the alignment of the end-face elements (14) lined up at the end side on the sliding side (8) Brückendabschnitt (2.1) is aligned and between the juxtaposed precast elements (14) and other laterally adjacent precast elements (14) and / or the adjacent Brüekenendabschnitt (2.1) and / or the adjacent retaining device (3) each have a transition gap (11) with a predetermined Gap width (11.1) is set up; -e- sealing joints at the end faces (14.3) of the precast elements (14) arranged next to each other; -f- Laying a reinforcement in the region of the abutment points on the end faces (14.3) of the precast elements (14) arranged next to each other; peeling off the respective free end face (14.3) of the outermost prefabricated elements (14) at the ends of the transition element (4); anchoring at least one bar (5) or at least one bar (5) guided within a cladding tube (9), which bar (5) is passed through at least one precast element (14) substantially transversely to the longitudinal axis direction (14.1) a bar end (5.1) with an anchoring (6) in the bridge structure (2) and at its other bar end (5.2) with an anchoring (7) in the retaining device (3); sealing the lead-through points on the insides of each recess (14.2), at which the at least one rod (5) and / or the cladding tube (9) is passed through a precast element (14), each having a seal (21); filling the recesses (14.2) within each prefabricated element (14) with filled concrete (15) to a respective transition element (4), and -k- optionally with the use of cladding tubes (9) filling the interspaces each between a rod (5) and an inner wall of the surrounding cladding tube (9) with grout (10). 25/35
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    同族专利:
    公开号 | 公开日
    EP2959060B1|2016-11-16|
    US9957676B2|2018-05-01|
    EP2959060A1|2015-12-30|
    AT514036B1|2015-03-15|
    WO2014128017A1|2014-08-28|
    PL2959060T3|2017-03-31|
    US20160108587A1|2016-04-21|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50111/2013A|AT514036B1|2013-02-19|2013-02-19|Road junction device|ATA50111/2013A| AT514036B1|2013-02-19|2013-02-19|Road junction device|
    EP14704116.4A| EP2959060B1|2013-02-19|2014-02-10|Road expansion joint|
    US14/768,455| US9957676B2|2013-02-19|2014-02-10|Roadway joint device|
    PCT/EP2014/052525| WO2014128017A1|2013-02-19|2014-02-10|Roadway joint device|
    PL14704116T| PL2959060T3|2013-02-19|2014-02-10|Road expansion joint|
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